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• Vendor predicted and reference survey measured fatigue cracking agrees well on sections
with little fatigue cracking ( I- 40, US- 70, I- 540, US- 1 and NC- 98- 0 to NC- 98- 7.
• Vendor data on sections with high concentration of fatigue cracking do not match the
reference survey data well; specifically the vendor data tend to underestimate the
reference survey fatigue cracking.
• The relative fatigue cracking trends observed with the reference survey data are not
captured by the vendor data.
• The reference survey measured and vendor submitted transverse cracking severities do
not match well on subintervals with sporadic and inconsistent cracking.
• Vendor and NCDOT surveys match well on subintervals that show consistent sectional
transverse cracking.
• Overall Fugro Roadware shows a higher occurrence of light rutting relative to the
reference survey survey.
• For the AC survey, IRI can be used to match the NCDOT ride quality definition of the
relationship is properly calibrated.
• The ability of vendors to rate raveling, oxidation, bleeding or patching could not be
completely assessed since slight and sporadic concentrations of these distresses were
observed along the test course.
• Overall the AC- PCR computed from the vendor data was greater than that computed
from the NCDOT reference survey survey.
3.5. NCDOT Portland Cement Concrete Survey
3.5.1. Patching
3.5.1.1. Definition of Distress
For the purposes of the NCDOT survey, a patch is defined as an area where a portion or all of the
original concrete slab that has been removed and replaced with additional material after original
construction. This additional material may be either AC or PCC and the survey process records
the number of both types of patching materials within the test section.
3.5.1.2. Data Processing and Results
To fairly compare the NCDOT measured distress and the total mile based survey ( i. e., the Fugro
Roadware and one mile Pathway surveys) the total counted patches for the one mile were
divided by five to give an average 0.2 mile increment patch number. Pathway did not distinguish
between the concrete and asphalt patches. The total number of patches, both AC and PCC, are
shown in Figure 3.50 through Figure 3.53. For consistent comparisons results are presented
based on the number of patches per 0.2 mile increment. This means dividing the total number of
patches counted for each mile increment of the Roadware and Pathway one mile based surveys
by five.

50
• Vendor predicted and reference survey measured fatigue cracking agrees well on sections
with little fatigue cracking ( I- 40, US- 70, I- 540, US- 1 and NC- 98- 0 to NC- 98- 7.
• Vendor data on sections with high concentration of fatigue cracking do not match the
reference survey data well; specifically the vendor data tend to underestimate the
reference survey fatigue cracking.
• The relative fatigue cracking trends observed with the reference survey data are not
captured by the vendor data.
• The reference survey measured and vendor submitted transverse cracking severities do
not match well on subintervals with sporadic and inconsistent cracking.
• Vendor and NCDOT surveys match well on subintervals that show consistent sectional
transverse cracking.
• Overall Fugro Roadware shows a higher occurrence of light rutting relative to the
reference survey survey.
• For the AC survey, IRI can be used to match the NCDOT ride quality definition of the
relationship is properly calibrated.
• The ability of vendors to rate raveling, oxidation, bleeding or patching could not be
completely assessed since slight and sporadic concentrations of these distresses were
observed along the test course.
• Overall the AC- PCR computed from the vendor data was greater than that computed
from the NCDOT reference survey survey.
3.5. NCDOT Portland Cement Concrete Survey
3.5.1. Patching
3.5.1.1. Definition of Distress
For the purposes of the NCDOT survey, a patch is defined as an area where a portion or all of the
original concrete slab that has been removed and replaced with additional material after original
construction. This additional material may be either AC or PCC and the survey process records
the number of both types of patching materials within the test section.
3.5.1.2. Data Processing and Results
To fairly compare the NCDOT measured distress and the total mile based survey ( i. e., the Fugro
Roadware and one mile Pathway surveys) the total counted patches for the one mile were
divided by five to give an average 0.2 mile increment patch number. Pathway did not distinguish
between the concrete and asphalt patches. The total number of patches, both AC and PCC, are
shown in Figure 3.50 through Figure 3.53. For consistent comparisons results are presented
based on the number of patches per 0.2 mile increment. This means dividing the total number of
patches counted for each mile increment of the Roadware and Pathway one mile based surveys
by five.